Yes indeed Greece has a very nice climate which on winter is rarely below 10*C and on the peak of summer around 35*C. Of course the maximum can get up to 43*C but this is not very often and especially in cities.
First of all i bored the B21 @ 93,5 mm. But anyway, the 531 head had no difference in terms of the length of the of the combustion chamber compared to the 160 (the old one). It was wider /different shape but not longer. I had read someone's thread who had the problem you are asking about, but the chambers must have been opened up.
The adaptors are a bit shorter than the injectors themselves, when the o-rings are pressed to seal. You can actually adjust how deep in the adaptors the injectors sit, as far as i remember i had placed them 4mm after the end of the adaptor. So their spray pattern is not at all affected ! I designed the adaptors in such a way that the tip of a greentop and the tip of the K-jet injector, would be exactly at the same position on the intake manifold.
As far as the heavier flywheel, i can not tell the actual difference, since it was installed on a totally different engine (different internals), with different gearbox, and different displacement / CR. However i can say for sure that before i made the turbo plumbing i operated the car in N/A mode, and felt very smooth. Did not have to even change gears for uphills. And of course 7,5:1 -> 9,1:1 which is ... the best thing, like a N/A engine, which works with a turbo !! Now the engine has enough power to rotate this heavy flywheel so easily, that you would forget it is there
I am not sure what you are telling me about TDC, but i feel that you mean it should be on the left of the pic not where it is marked .. On the mark of you see there is a 0 and on the pressure plate also a 0. If i remember correctly i had the pistons checked when i took the pic. Not sure though, maybe you are right, it has been a while since i did it.
First of all i bored the B21 @ 93,5 mm. But anyway, the 531 head had no difference in terms of the length of the of the combustion chamber compared to the 160 (the old one). It was wider /different shape but not longer. I had read someone's thread who had the problem you are asking about, but the chambers must have been opened up.
The adaptors are a bit shorter than the injectors themselves, when the o-rings are pressed to seal. You can actually adjust how deep in the adaptors the injectors sit, as far as i remember i had placed them 4mm after the end of the adaptor. So their spray pattern is not at all affected ! I designed the adaptors in such a way that the tip of a greentop and the tip of the K-jet injector, would be exactly at the same position on the intake manifold.
As far as the heavier flywheel, i can not tell the actual difference, since it was installed on a totally different engine (different internals), with different gearbox, and different displacement / CR. However i can say for sure that before i made the turbo plumbing i operated the car in N/A mode, and felt very smooth. Did not have to even change gears for uphills. And of course 7,5:1 -> 9,1:1 which is ... the best thing, like a N/A engine, which works with a turbo !! Now the engine has enough power to rotate this heavy flywheel so easily, that you would forget it is there
I am not sure what you are telling me about TDC, but i feel that you mean it should be on the left of the pic not where it is marked .. On the mark of you see there is a 0 and on the pressure plate also a 0. If i remember correctly i had the pistons checked when i took the pic. Not sure though, maybe you are right, it has been a while since i did it.
